Automatically-operated railway-signal.



No. 736,445. PATENTED AUG. 18, 1903.

1.,REYNET. I

AUTOMATICALLY OPERATED RAILWAY SIGNAL.

APPLIGATION IILBD no. 12, 1904.

K0 IODEL.

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UNrrnn STATES,

Patented August 18, 1903.

PATENT OFFICE.

ISIDORE REYNET, OF MONTAUBAN, FRANCE.

AUTOMATICALLY-OPERATED RAILWAY-SIGNAL.

/ SPECIFICATION forming part of Letters Patent No. 736,445, dated August18, 1903.

Application filed December 12. 1901. Serial No. 85,723. (No model-l T0ctZZ whom, it may concern/.-

Be it known that I, ISIDORE REYNET, a cilizen of the Republic of France,residing at Montauban, Tarn-et-Garonne, France, have invented new anduseful Improvements in Automatically-Operated Railway-Signals, of whichthe following is a specification.

This invention relates to an improved indicating and recording mechanismfor closed railway-signals which also automatically operates thecompressed-air brake and warns the driver bya whistle, such whistlecontinuing to sound until the driver replaces the mechanism in itsnormal position. The recording apparatus serves also for registering thespeed, so that by this improved apparatus it is possible to ascertain,first, the distance the locomotive has traveled from the point at whichthe mechanism comes into operation to the point where it has passedbeyond a closed signal; second, the speed at which the locomotive wastraveling at the time of passing the said signal; third, the time duringwhich the driver has left the whistle goingthat is to say, till thereturn of the mechanism to the normal position.

In order that the said invention may be readily understood, theaccompanying drawing'shows in side elevation the improved device appliedto a locomotive, the latter being shown in dot-ted and the former infull lines.

As will be seen from the figure, the mechanism firmly secured to thelocomotive is combined with an operating-lever a, pivoted to a support band appropriately curved and reposing upon a cam c, which latter liftswhen the signal is closed, while when the line is clear the saidoperating-lever has no action on the mechanism carried upon the engine.This lover a, as also the cam, is placed between the rails, and the camis mounted upon a spindle d, carrying a lever e, which latter isconnected by a chain or the like to a twoarm leverf, with counterpoiseg. The second arm of the leverfis connected by a wire or chain with ahorizontal arm of the signalpost h. p

In the vertical plane of the lever to is arranged beneath the locomotivethe contactmaking member, which is formed of a lever 7 furnished withtwo rollers 7a m, of which the former is carried by a strap pivoted tothe lever 2', and when coming into contact with the lever a itcompresses a spring Z, so as to reduce the shock, while the secondroller m then also comes into contact with the lover a. The rollers andm, as also the lever 2', are thus lifted, and as the lever is pivoted at'n to a fixed point it causes a vertical rod 0 to descend against aspring p, which ordinarily tends to keep the rod 0 in its raisedposition. A counterpoise q facilitates the ascension of the rod 0, whichlatter is atits upper extremity formed with ratchet-teeth in which apawl r engages, which is fitted with a handle for releasing themechanism for the purpose of returning it to the normal position.-

The upper extremity of the rod 0 is connected with another vertical rod8 through the intervention of suitable bell-cranks and a link. This rod3 receives the same motions or impulses as the rod 0 and with its upperend actuates an alarm-whistle t, fixed to the steam-dome, while with itslower extremity it actuates an escape-tap u of the conduit 4) of theair-reservoir of the brake. This conduit is fitted with a stop or safetycook w, adapted to regulate the supply, its handle beinglocked andincapable of being regulated by the driver.

To the rod 0 is articulated a lever cc, adapted to oscillate about themiddle of its length in such a manner as to conveniently operate apunch, as will be described hereinafter. With the parts above describedthere is obtained during the passage of the locomotive over the lever a,(the latter being supposed to be in a corresponding position to theclosed signal,) first, the operation of starting the alarm-whistle;second, the actuation of the air-brake, which efiects the slowing of thetrain by reason of the predetermined regulation of the cock w. r

The system of alarm mechanism is completed by the registering of thenumber of operations of the apparatus. The registering or recordingapparatus is formed of a box y, placed opposite the lever 00, previouslymentioned, and also as near as possible in the vertical plane of thecross-head z of the piston when the latter is at the rear end of itsstroke. In the said box'y is placed a suitable clockmovement, whichunrolls a paper strip'a' or diagram marked in kilometers or the like andsquare section and be actuated by means of a pawl e and ratchet-wheel f,with ten teeth, whereby the ratchet and pawl, and consequently also thepunch 01, are actuated at each complete revolution- 5. e., every tenteeth. The said pawl is itself actuated by one tooth at each revolutionof the wheel of the locomotive through the intermediary of thecross-head 2, which at the end of each.

rear stroke strikes against a tappet g, mounted upon a spring-spindle h,articulated to a bell-crank lever 11, which operates a pusherrod It. Thelatter oscillates a lever Z, engaged in the teeth of the ratchet f,previously mentioned, and causes it to advance one tooth at each push ofthe piston cross-head. The punch (1 indicates upon the band of paper thespeed of the train at the moment when it passed the closed signal.

It is obvious that locomotives actually fitted with other types ofspeed-register mechanism may equally receive my system of operatingmechanism. In this case the rod 0 will be prolonged as far as the top ofthe indicator and acts on the latter like the part 8 marks the paperband at each descendingv motion of the rod 0, as before described.

Having now particularly described and ascertained the nature of the saidinvention and in what manner the same is to be performed,

I declare that what I claim is The improved alarm and registeringmechanism for closed signals which automatically controls the slowing orthe stopping of the train, characterized by the combination with anoscillating lever ctkept in its operative or elevated position when thesignal is closed, by a cam 0 moved into its required position at thesame time with the signal, with a rod 0 kept elevated, in its positionof rest, by means of a spring 1) and a counterpoise q and adapted to belowered by the contact of two rollers 70 and m with thepreviouslymentioned lever a; the rod being kept lowered by a pawlengaged in the toothed portion and bringing into action an alarm-whistlet and at the same time opening a communicationcock from thecompressed-air reservoir, substantially as described.

In testimony that I claim the foregoing I have hereunto ISID ORE REYNET.

Witnesses:

VICTOR MATRAN, EDMOND LECOUTURIER.

